Gas-engine



Patented nm izo, |899.

L. S. KIHKER.

GAS ENGINE.

(Application. filed Aug. 20, 1898.)

(No Model.)

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No. 627,338'. Patented lune 20, ISQSl L. S.- KiRKER.

GAS ENGINE.

(Application led Aug. 20, 189B.) (No Model.) 4 Sheets-Sheet 2.

No. 627,338.` Patented lune 20, |8991 L. S. KRKER.

GAS ENGINE.

(Application led Aug. 20, 1898.) (No Model.) 4 Sheets-Sheet. 3.

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Patented lune 20, |399. L. S. KIRKER. y vGAS ENGINE.

(Application led Aug. 20, 1898.)

(No Model.)

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GAS-laneINE.

SPECIFICATION forming peut of Letters Patent No. 627,338, dated June 2o, 1899.

Application filed August 20, l 8 9 8.

T0 @ZZ whom/.it may concern.-

Be it known that I, LOWRY S. KIRKER, a citizen of the United States, residing at Pittsburg, in the county of Allegheny and State of Pennsylvania, have invented or discovered a new and useful Improvement in Gas-Engines, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming part of this specification, in which- Figure 1 is a view in side elevation, partlyV in section, of my improved engine. Fig. 2 ,is a plan View with a corresponding sectional portion. Fig. 8 is an end elevation. Fig. 4 is a cross-section on an enlarged scale, indicated by the line IV IV of Fig. 2. Fig. 5 is a detail sectional View of the ignitin g device and actuating, mechanism. Fig. 6 is a similar view illustrating the insulation of the rods. Fig. 7 is a view in side elevation of the Fig. S is a plan view of Fig. 7. Fig. 9 is an end elevation, partly in section, of the governor and its operative connections with the valve-lever shaft. Fig. 10 is a central longi-` tudinal section through the pistons and water-cooled rod. Fig. 11 is an end view. Fig. 12 is a cross-section on the line XII XII of Fig. 10. Fig. 13 is a similar view on the line XIII XIII of Fig. 10. Fig. 1-1 is a cross-section on line XIV XIV of Fig. 1. Fig. 15 is a face view of the cam-shaft clutch. Fig. 16 is a similar view from the opposite side. Fig. 17 is a longitudinal sectional View thereof.

My invention relates to explosive-engines; and its object is to secure more regular action of the engine, with less friction, by means of more frequent impulses upon the piston, better regulation of the valves through an improved governing mechanism, and cooling of the engine-cylinders, valves, and piston by water circulation.

In general terms the engine consists of two main cylinders mounted on a bed-plate, pistons mounted in the cylinders on a common piston-rod connected with the cross-head, and the usual connecting-rod, crank, and main shaft, with means for admitting explosive elements to chambers at each end of each cylinder andvsuitable valve-gearing whereby a cycle of explosions is produced. The operations of explosion, discharge, suction, and

securely held by nuts.

Serial No. 689,09 9. (No modali! compression are performed in succession, so as to provide an impulse for the piston-rod at each half-stroke, four explosions occurring during two revolutions of the crank, each in a separate chamber and acting on different faces of the pistons.

Referring now to the drawings, 2 is the main frame, upon which are mounted the cylinders 3 3. Each cylinder is composed of a middle internally-finished piston-chamber 4t and oppositely-located internally-unfinished explosion-chambers 5 5, the three parts being intertitted andsecured together by bolts 6, passing entirely through from end to end and For the purpose of cooling the cylinders water-circulation passages 7 are made in the walls of the piston and explosion chambers,which passages are continuous from end to end when the cylinder is joined, and each end is inclosed by a cap 8, thus confining the water.

Along the interior of the bed-plate in any convenient position are located main water supply and exhaust pipes 9 10, while branch pipes 11, connected with pipe 9, supply water to the cylinders, and pipes 12 convey the exhaust therefrom to pipe 10 or any convenient discharging-point. The pistons and rod are built up in the manner shown in Figs. 10 to 13, inclusive, with circulating-water spaces whereby the entire piston structure is kept cooled through a circulation of water.

Each piston 13 is cast with a hollow internal chamber 14, while the forward piston is made with an extended hollow pipe-like stem 15, which forms the Vmain piston-rod. Be-

tween the piston-heads extends a similar hollow stem or sleeve 16, screwed into lugs formed on the faces of the piston-heads and by which they are rigidly held together.

Extending entirely through the sleeves 15 and 16 is an internal steel pipe 17, which at the forward end is tapped into the cross-head 18, while a nut 19 is screwed upon the other end, thus tightlyclamping the parts together when in position and forming a strong rigid construction. It will be seen that between the pipe 17 and the inclosing sleeves 15 16 there is an intervening space 20, which is utilized for water circulation. Through the outer sleeve 15 and into pipe 17, ata point adjacent to the cross-head, is tapped a pipe 21,

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provided with a fiexible hose connection 22, leading from any source of supply, While a similar pipe 23 is tapped into the outer sleeve 15 and is furnished with a hose 24, leading to any point of discharge.

the pipe and then after passing through ports 25 will return by passage 2O to pipe 23 and escape through hose 24. By means of these iieXible connections the piston structure is kept cooled during the operation ofthe engine.

The cylinders are equipped with stuffingboxes 26, by which packing is provided for the piston-rod, the outer sleeves thereof havingl been turned smooth for such purpose. The cross-head 18 is mounted in suitable slides 27 on the bed-plate and is connected 'in the usual manner with the crank by connecting-rod 28. Mounted in the upper side of eac-h explosion-chamber are the gas-inlet-valve chambers 29, having an interior cavity 30, leading into the explosion-chamber 5. A valve 3l is mounted on the end of a stem 32, provided with a spring 33, by which the valve is normally held closed on the seat of the valvechamber. A similar exhaust-valve chamber 34 is mounted in the lower side of each eX- plosion-chamber, with a cavity 30 and an upward sleeve extension 35, within' which is slidingly mounted the valve-stem 36, also having a retracting-spring 33', by which the valve 37 is normally held closed on its seat. Into the cavity 30 is introduced a branch pipe 38, leading from the water-supply main 9, while an enlarged pipe 39 conveys away the waste water and also products of combustion to exhaustpipe 10.

Projecting into each explosion-chamber is an igniter-plug 40, within which is mounted a stationary terminal rod 4l, having at its inner end an arm 42, within which is carried a contact-pin 43, driven into the arm 42 with a tight iit. Mounted in line with the pin 43 is a slidingly-mounted rod 44, adapted to make contact with the pin and produce a spark to ignite the gas. Each rod is surrounded by insulation 45 and wires 46 47, leading to the poles of a batteryorsource of electrical energy.

It will be seen that the current to and from the igniter-rods is carried through'independent wires connected with the poles of the battery, thus avoiding the objectionable feature of making a ground connection to any part of the engine.

The inlet-valve chambers are supplied with gas and air in suitable proportions through pipe 48 and port 49, respectively.

The inlet-valves 3l are depressed, to admit the admixtu re, by arms 50, pivoted to a rod 5l, mounted at its ends in arms 52, which arms are secured to a rock-shaft 53, mounted in suitable bearings 54, while the rod 5l is engaged in guiding-slots 55. One of the arms 52 is provided with an extension 52', which is connected by link 52 to the vertically-slid- At its outer end the lpipe 17 is provided with ports 25, whereby incoming water will travel the entire length of actuating-cam 59 on a common cam-shaft 60.

This cam-shaftis mounted in bearings G1 upon a shelf 62, projecting out laterally from the engine, and is geared by bevel-wheels 63 64 with the main shaft, so as to make one revolution during two revolutions of the main shaft, corresponding to four strokes of the piston.- In this manner each of the inletvalves will be operated in succession, the cams being set on the shaft in proper relation to actuate the lever-arms 50 at the proper moment. In a similar manner the spark is produced by action of a lever-arm 65, pivoted at 66, engaging the upper end of rod 44 and provided with a roller 67, bearing on cam 68,

-the contacts and ignitions being produced in a series corresponding to the action of the inlet-valves. The outlet-valves are operated in like manner, following the explosion at theproper interval, through bell-crank lever 69,

llink 70, and lever 71, having mounted on its upper end the roller 72, adapted to bear against the cam 73 on shaft 60.'. It will thus be seen that the valves and igniters are all operated from one cam-shaft, and I am thus enabled to set the cams Very accurately, sov

as to operate at the right time.

In the operation of explosive-engines I have found that at full speed it is desirable to ac- .tuate the valves and igniter at a time with relation to the travel of the piston somewhat sooner than when the engine is starting or at slow speed, and I have therefore devised a means for setting all of the cams forward at one time by a partial revolution after the engine is started. 60' is made in two sections, tothe outer one of which (60) the cams are secured. Between the sections is a coupling device consisting of a head 74, secured to the inner portion of the shaft 60, and a head 75, slidingly mounted by a spline to the other portion of the shaft 60', bearing vthe cams. Secured to each head is a coiled spring 7G, adapted to rotate the outer head and shaft a partial revolution, which travel is limited by the lug 77 coming into contact with the abutment 78 on the other head. Normally the heads are held together in engagement by pins 79 entering sockets 8O in head 74 and untilsufficient speed is reached by the engine, when the head 75 is drawn outwardly by ring 8l against spring 82 abutting against washer 83, releasing the pins from engagement, and under action of spring 76 the cam portion of the shaft will rotate, car- IOO IIO

To this end the cam-shaft rying the cams around, which will in such ceases advanced position operate proportionately sooner, thus obviating the objections due to the speed of the engine crowding such operations. rlhe circulation of Water through the exhaust-valve not only serves to keep it cool, but will absorb and deaden the sound, inasmuch as there is at all times a body of Water contained in the lower portion of the valve in its passage therethrough.

The general arrangement of my engine and of the various parts contributing to its operation is very simple and compact, audit is designed to operate continuously without attention and Will commend itself to a large class of users of this. type of engine and for a Wide variety of Work.

Changes and alterations may be made in its details of construction by the skilled mechanic Without departing from my invention, as I do not desire to be limited to the exact construction shown in the drawings.

Having described my invention, what I claim, and desire to secure by Letters Patent, 1s-

1. In a gas-engine, the combination of two `alining water-cooled cylinders composed of middle and end sections respectively secured together, pistons therein mounted on a common piston-rod, means for maintaining a Wa ter circulation through the pistons and rod, explosion-chambers in each of the end sections of the cylinders provided with an upper gas and air inlet valve, a lower exhaust-valve with means for maintaining a Water circulation therethrough, an igniting device in each explosion-chamber, and means for operating the valves and ignitin g devices, substantially as set forth. p

2. A gas-engine comprising two cylinders mounted in alinement, each cylinder having a lmiddle piston-chamber and separate explo# sion-chambers at each end, continuous water# circulation passages extending through theside Walls of the cylinders from end to end with common inclosing chambers at each end,l means for securing the middle and end sections of the cylinder together, Water-cooled pistons in each cylinder mounted on a com; mon water-cooled piston-rod, inlet-valves at each end of each cylinder, corresponding outlet-valves at each end of each cylinder provided with Water supply and exhaust pipes, igniting devices at each end of each cylinder, means for operating such valves and igniting devices and a series of actuating-cams therefor mounted on a common cam-shaft made in two sections with a connecting-joint permitting a partial rotation of one section of the shaft upon which the cams are mounted with relation to the other section, substantially as set forth.

In testimony whereof I have hereunto set my hand.

LOVRY S. KRKER.

Witnesses:

PETER J. EDWARDS, C. M. CLARKE. 

